The hurriedly revised time for the withdrawal of the land forces from Dieppe was 11 am. Following the decision at around nine o'clock that withdrawal was necessary, the RAF had to be given time to prepare smoke-laying missions, bombing and cannon attacks etc. At the appointed hour of eleven, the RAF would unleash a massive assault on the defensive positions and the landing craft, equally supported by the destroyers and other smaller Naval craft, would go in and pick up those who survived. Meanwhile, above, in the still blue sky, the air umbrella would continue the battle with the ever present Luftwaffe.
In the air the German bombers, escorted by fighters were continually trying to penetrate the Spitfire screen in order to get at the ships. In the main the Spitfires were succeeding and inflicting damage on the attackers but the Luftwaffe's continuing offensive actions only added to the decision to recall the raiding forces earlier. It was quite obvious that all heavy equipment, the tanks etc., would have to be abandoned - the evacuation of the Canadian troops must be paramount.
At 10.15 am four Spitfire squadrons took off to take their place above the anchorage, knowing full well that they would be involved with the German bombers. 65 and 165 left Eastchurch, led by Flight Lieutenant Colin R. Hewlett (EP165), who would win the DFC for his part in the day's operations. 165 was led by Squadron Leader Darkie Hallowes (BL664). 222 Squadron led by Squadron Leader Bobby Oxspring took off from Biggin Hill while the American 308th Fighter Squadron, again led by Pete Wickham (EP166), CO of 111 Squadron, flew out from Kenley. These squadrons arrived over Dieppe at ten minutes to eleven o'clock.
Sixty-five flew as top cover at 10,000 feet, and saw two Dornier 217s three thousand feet below and attacked. Sergeant T. D. Tinsey (AD309), Yellow 3, shot down one in flames, and Sergeant K. A. Biggs (BL435) in company with Sergeant R. Brown (AB786 YT-W), Red 2 and 4, sent the other down, both bombers crashing into the sea.
No 165 found Dorniers, Hallowes claiming one of them and damaging another, while four pilots ganged up on another and destroyed this also. Flight Lieutenant E. W. Colquhoun (BL530 SK-H), Pilot Officer H. L. Pederson (AR272 SK-L), Pilot Officer B. Warren (BM367 SK-F), and Pilot Officer D. Warren (AR403 SK-M). Pilot Officers L. R. Disney and H. C. Richardson also damaged a Ju88.
No. 222 Squadron failed to engage and the 308th Squadron only had a brief tangle with some FW190s.
These squadrons were supported above the ships by 133 and 602 Squadrons from Lympne and Biggin Hill. Don Blakeslee led 133's Eagles as top cover (in EN951) flying at 12,000 feet and many combats began immediately Dieppe was reached. The Americans shot down one Ju88, two FW190s and damaged four other Focke Wulfs and three Dorniers. The scorers were: Blakeslee, Flight Lieutenant E. G. Brettell RAF1, Pilot Officers R. N. Beatty, D. S. Gentile2, G. G. Wright, W. H. Baker and D. D. Gudmundson, and Flying Officer E. Doorly. Gil Wright, flying Dixie Alexander's Spitfire, was shot up but reached base safely.
No 602 led by Pete Brothers waded into a mass of Dorniers, Junkers and Focke Wulfs, claiming three Dorniers destroyed, Flight Lieutenant E. P. W. Bocock DFC, Sergeant P. L. Hauser one each, Sergeants W. W. J. Loud and W. E. Caldecott sharing the third, one Dornier probably destroyed by Sergeant Caldecott and a further six Dorniers, a Junkers and two 190s damaged. They lost one pilot, Pilot Officer M. F. Good chap, who was later reported to be a prisoner.
After a short break, we returned to the area for our second patrol at 3,000 feet. By now the activity was intense, and I attacked a Ju88 and a Dornier 217 but had to break off when we were jumped by a number of FW 190s, one of which shot down my No 2, Pilot Officer Goodchap, who crash-landed and was taken prisoner. In the melee of Spitfires and 190s it was difficult to conclude an attack and I fired quick bursts at several aircraft without result. Fortunately we were relieved after an hour and able to return to refuel and rearm.
Squadron Leader Peter Brothers, OC 602 Squadron
As these battles raged above, the hour for withdrawal had arrived. The Royal Air Force was ready.
As with the dawn attack, Bostons and Hawker Hurricanes had been briefed to hit the German positions with bombs, cannon and smoke. Already the Hurricanes were flying in low and fast.
Flight Lieutenant W. W. McConnell DFC (BE405) and Flight Lieutenant de Soomer (HV365) led 174 Squadron off from Ford. They made rendezvous with 32 Squadron and two Spitfire squadrons as escort, 66 led by New Zealander Squadron Leader R. D. Yule DFC (EP686) and 118 Squadron. It was 66's first operation of the day, having been up and ready since 3 am.
No 174 Squadron made contact with the control ship (code-named 'Crowfoot') who directed them to hit the east headland. This they did at exactly 11 am, shortly after the attack by 87 Squadron. They dived into the smoke above the town letting go their 500 lb bombs. During a turn made over Dieppe itself, Pilot Officer R. L. N. Van Wymeersch (Free French) was hit by flak, the starboard wing of his Hurricane crumpling. He was last seen diving into the smoke out of control.1 Heavy smoke obscured the targets so results of the bombing could not be seen. Two other Hurricanes failed to come out of the smoke, Flight Sergeant C. B. Watson, an Australian (BE505 XP—L) who was shot down into Dieppe harbour to become a prisoner of war, and Sergeant Charles Frederick James who was killed.
No 32 Squadron, again led by Squadron Leader Thorn (Z3581) attacked the west headland. They too met heavy return fire and the smoke was very thick. In this attack Flight Lieutenant Harry Connolly, on his third sortie of the day, collided with his Number 2, Sergeant H. Stanage and crashed in flames. Stanage lost three feet from his port wing but managed to get home. Squadron Leader Thorn was awarded the DFC for his leadership at Dieppe.
Two further Hurricane squadrons made cannon attacks at this time, 3 and 43, code-named 'Seaport' and 'Rooky'. Alex Berry led his squadron against gun positions on the west headland. Flying Officer E. J. Pullen was hit by flak and turned for home. He seriously contemplated baling out but reached the English coast and made a crash landing on Brighton Golf Course.
No 43 attacked Bismarck, making one strafing run. They reported less flak than they met on their dawn attack although some of the Hurricanes received hits. 43 were assisted by the Spitfires of 129 Squadron led by Squadron Leader Rhys Thomas. 129, with 12 aircraft, (two having been borrowed from 130 Squadron) gave cover by flying in and using their cannons to strafe the beaches thereby helping to spread the German's return fire. They suffered no losses despite heavy return fire. Later 43 thanked 129 for this excellent cover. 129 also saw a pilot waving from a dinghy and hoped that this was Flying Officer Jones lost at dawn during the attack on Pointe D'Ailly lighthouse. Sadly Jones was beyond help.
Sixty-six Squadron escorted the Hurricanes in, then patrolled above the Dieppe anchorage before picking up the surviving Hur-ribombers to escort them home. They saw two Dornier 217s bombing the ships, seeing one shot down, but they themselves were not engaged. They returned to Tangmere without having fired a single shot in anger which ' . . . sadly disillusioned the Squadron armourers.' 118 Squadron likewise made no contact.
It was now the turn of the light bombers of 226 Squadron to attack. Squadron Leader Joseph Shaw Kennedy DFC(AL278 MQ-W) led four Bostons in, the target for their smoke bombs being the Hin-denburg battery on the west headland. They had to blot out this gun position's aim now that the landing craft and launches were making for the shore. His three companions were Flight Lieutenant A. B. Wheeler (AL680 MQ-G), Pilot Officer W. R. Gellatly (L710 MQ-Z), and Sergeant W. Lyle (L680 MQ-L). They made their run-in despite heavy AA fire, successfully laying their smoke which effectively covered an area one to one and a half miles to seaward.
Two further Bostons from 226 also took off carrying smoke, which Sergeants T. Goodman (R708 MQ-M) and L. G. Littel (L736 MQ-P) successfully trailed from fifty feet for a mile or more over the Dieppe beach. All aircraft had to fly through a curtain of flak from both the Germans, and, due to the ever increasing Luft: waffe presence, AA fire from 'friendly' ships.
The first four Bostons received the worst of the fire, Kennedy's Boston being hit forcing him to make a crash landing at Shoreham. His gunner, Flying Officer George A. Casey, a Canadian, was wounded while Flight Lieutenant O. G. E. McWilliams, who had gone along as a passenger, was hit by a cannon shell and killed. Shaw Kennedy was awarded a bar to his DFC for his leadership, while Casey received the DFC. Kennedy's observer, Flying Officer Harold Asker DFMalso received the DFC.
Pilot Officer Gellatly's machine also received flak damage, his gunner, Pilot Officer L. J. Waters being killed, and his observer, Pilot Officer F. G. Starkie, was wounded. Gellatly had to belly-land his Boston at Gatwick.
Nos 302 and 308 Polish Squadrons led by Flight Lieutenant S. Lapka (EN865) and Squadron Leader Walerian Zak, holder of the Virtuti Militari, escorted the six Bostons and safely brought them home.
Thirty-six Spitfires from 81, 131 and the American 309th Squadrons flew escort to a further Boston raid mounted by 88 Squadron and led by Squadron Leader Richard Geoffrey England DFC(Z2229). He led the Bostons into an attack against gun positions on the east headland, having taken off from Ford at 11.23. Their bombs were seen to straddle the target. The Spitfires saw little enemy aircraft activity, although the 309th lost one Spitfire, the pilot taking to his parachute.
Under cover of the smoke screens the small boats ran in upon Green and Blue beaches. German gunners fired blindly into the smoke, heavy guns, mortars and machine-guns sending death and destruction in among the boats and soldiers. Many soldiers were picked up only to be thrown back into the sea as their craft were hit, sunk or turned over. However, the struggle went on, and as the smoke began to thin out and disperse other aircraft were already on their way to re-lay the precious protective cloud.
The Blenheims of 614 Squadron had left Thruxton at ten to eleven, flying out in two formations, escorted by 306 Polish Squadron from Northolt. One Boston of 226 had also left Thruxton and with another lone machine from 88 Squadron, headed for Dieppe, escorted by the Canadians of 411 Squadron. 411 had been briefed to escort the Blenheims but failed to meet up with them but seeing the two Bostons, decided to cover them instead. 13 Squadron also despatched three Blenheims but their fighter escort indicated that they were returning to base and so they too turned back.
Meanwhile, the Spitfires above were still bitterly engaged. 350 Squadron after their earlier battle, had reported that enemy fighter opposition had increased and that the bombers were still attempting to bomb the ships. With the landing craft trying to pick up troops from all the beaches, this Luftwaffe activity had indeed increased.
Thirty-six Spitfires of the Debden Wing set out at approximately ten minutes to eleven o'clock, arriving at their patrol area at 11.15. Also, three further squadrons, two from Hawkinge (416 and 616) and one from Redhill (312) were away at the same time to reinforce the battle area.
The three Debden squadrons, led by Wing Commander Duke-Woolley, formed up over Beachy Head and made their way out across the Channel at zero feet, rising to 10,000 feet ten minutes later. They found the air full of enemy aircraft and the squadrons were split up. Tommy Balmforth's 124 Squadron broke into three sections over the anchorage and saw over twenty enemy aircraft, 217s, 88s and escorting 190s. Flight Lieutenant William Gregson, Red 1, (BR587) and his Number 2, turned with Red 3 and 4 to attack. Then two 190s came screaming in from the south. Gregson attacked the leading Focke Wulf from the beam, giving it a two second burst from 200 yards. Strikes appeared on the German fighter and a small flash emanated from under its port wing-root. A panel ripped back and the port undercarriage leg flopped down. The 190 turned, dived away and was lost to view. Gregson then saw another 190 pulling out of a dive right in front of him. This 190 had yellow bars painted horizontally on its engine cowling. He climbed quickly behind it and fired both cannon and machine-guns from 200 yards. The 190's pilot obviously had no idea that Gregson was upon him and Gregson saw an explosion behind the FW's cockpit and bits fly off. Smoke and flame belched back and the 190 dived, went into a spin and crashed just off the beach east of Dieppe having practically disintegrated in the air. This was confirmed by his 2 and 3, Pilot Officers B. R. Murphy and M. P. Kilburn.
Flight Sergeant Peter Durnford DFM, White 3, (BR569) attacked a 190 from 200 yards and it caught fire and went down - he claimed a probable. He then spotted a Ju88 at 2,000 feet and closed to 300 yards. The German pilot dived down to tree top height; Durnford attacked again from 250 yards, seeing hits on its port engine. The Junkers jettisoned its bombs and then crashed into a field with its engine on fire and stopped. His camera-gun later identified the German machine as a Dornier 217.
Pilot Officer Michael Kilburn (BR579) attacked a FW which he saw climbing away following an attack on a Spitfire. He opened fire at 250 yards keeping his guns firing down to 100 yards. Many strikes sparkled over the fighter which half-rolled and dived. Kilburn attacked again and the 190 continued down in an inverted dive and went straight into the sea.
Sergeant J. B. Shanks was seen to go down and crash-land near Dieppe where he was taken prisoner.
Squadron Leader McDowell (BL806 EF-B) and his 232 Squadron led by Duke-Woolley was bounced by a FW190 who shot down two Spitfires. Flight Lieutenant Percy Strong (EF-Y) and his wingman Sergeant Kenneth George Walker (EF—M), a 20-year-old pilot from Bournemouth, were lost, Walker being seen to lose his port wing.
'My saddest recollection is when I led a squadron new to the scene on its first offensive operation. Our job was to patrol the anchorage at around 3,000 feet, and that leaves hardly any room to do anything but show the flag to those below and to distract the attention of enemy aircraft. The other squadrons of the Wing, deployed up to 20,000 feet or so as top cover alone had much chance of engaging on reasonable terms. All I could do was to give a new squadron a safe view of the operation, ensure that no low-fliers sneaked up on our craft below and not expose ourselves to any stray attack which eluded the top cover. I reckoned normally to spot enemy fighters a long way off - it was an essential skill, if you like, and needed a lot of practice. But on that third sortie one German fighter dived out of the sun from a great height, attacked us head-on, and I did not see him until he was maybe 600 yards away and firing. Our continued closing speed was probably around 800 mph, say 400 yards a second, and I failed to react in the second or second-and-a-half at my disposal.
Flight Lieutenant Gus Daymond and Squadron Leader Chesley Peterson of 71 Eagle Squadron. Peterson was shot down off Dieppe but was rescued. Daymond flew four missions, leading 71 on the unit's last patrol, (via R. C. Bowyer)
Aerial photo of Dieppe and its harbour from 10,000 ft.
'He shot down two aircraft in the squadron I was leading and both pilots were killed. We could do nothing but carry on and the squadron most commendably did not waver. The German's attack was skilful and right from the eye of a blazing sun in a cloudless sky and in those conditions quick positive identification is very difficult. But I have always felt that I should have seen him coming. To illustrate the point of lack of manoeuvre, let me digress for a moment.
'I had the Debden Wing for 7 or 8 months on offensive operations of all sorts, including low-level ground attack as well as fighter sweeps and bomber escort operations. During that time we were credited with 52 enemy aircraft destroyed (apart from probables and damaged) and we lost a total of four pilots. In that one attack over Dieppe, with a squadron attached to the Wing for the day, I lost two pilots for nothing in return. It was bad, and a sad business but part of the sort of price you incurred (I suppose) by being pegged on a leash with a small fixed area in which to "work". We were sitting ducks, really, and unfortunately were singled out by a first-class poacher.'
Wing Commander Myles Duke-Woolley, OC Debden Wing
*
The Eagle pilots of 71 Squadron, led by Squadron Leader Peterson (BM361) had a brief brush with enemy aeroplanes, Peterson damaging a Ju88.
Pilot Officer Stanley M. Anderson, from Indiana, (BL376) noted in his flying log book:
Airborne Gravesend 1045 - Beachy Head 1100 - Convoy 1120. Our job to protect shipping - town on fire - resistance was evident.
As the Eagle pilots looked down they could see two ships on fire in Dieppe harbour. As Peterson was to remark when he returned and was climbing out of his Spitfire: 'It's like a goddam 4th of July.'
'Strick' Strickland recorded in his diary:
We arrived over patrol area at Dieppe with many air combats in progress. Blue Section attacked and chased away 109s believed to be carrying bombs. Dornier 217s and Ju 88s were chased away after jettisoning their bombs. Enemy reaction was reaching its peak. We encountered terrific flak and on two occasions flew through our own flak manoeuvering for position. Many fires were burning in Dieppe. Many stores and ammunition dumps several miles from the centre of the town were ablaze. Many of our assault boats were wrecked and burned on the beach. A continuous fire was put up by the naval forces against Var-engeville, Dieppe and Berneval.
We returned, refuelled and re-armed but in using my emergency boost in combats, excessive oil accumulated on my windscreen. I traded places with O'Regan [Pilot Officer W. T. O'Regan from Los Angeles] and flew formation on him. With my propeller defective my Spitfire (BL499 XR-P) was unserviceable for the third sortie which I missed.
Peterson's scrap with his Ju88 was the only combat claim. After this skirmish, Flying Officer R. S. (Bob) Sprague spotted a pilot in a dinghy and radioed a fix for the ASR boys.
Twelve aircraft of 312 Czech Squadron led by Squadron Leader J. Cermak (EN841) flew out via Beachy Head, reaching Dieppe at 11.20. During their 30-minute patrol several FW190s were encountered, Flight Sergeant T. Motycka and Flight Sergeant V. Rup-recht each claiming a probable while Pilot Officer V. Smotik damaged another. Sergeant J. Liskutin's Spitfire was damaged.
Squadron Leader Lloyd Chadburn (EP110) led his Canadians over the ships at 6,000 feet with Squadron Leader Harry Brown's 616 Squadron above as High Cover. Some 50 Focke Wulf 190s were seen by 616 Squadron and a lone Dornier. This bomber was attacked by Flight Lieutenant F. O. A. Gaze and was claimed as destroyed, while Flight Lieutenant J. S. Fifield, Flying Officer G. B. Maclachlan, Pilot Officer J. H. Smithson and Sergeant M. Cooper each damaged a 190. Sergeant N. G. Welch's Spitfire was damaged but he made a successfully belly landing at base. Sergeant N. W. J. Coldray, a Rhodesian, failed to return.
Some of the 190s dived right through, the top cover squadron but did not get too close to the Canadians below, although some of the latter gave them the odd 'squirt'.
Below them, the Blenheims and Bostons were now approaching Dieppe.
No 614 Squadron were split into two formations for this mission. Wing Commander H. C. Sutton (V5534) led five Blenheims (originally six but one had to abort due to engine trouble) piloted by Squadron Leader P. D. Le Cheminet (V6002), Pilot Officers P. H. C. Hanbury (R3758), C. P. C. De Wesselow (N3536), R. L. W. Baely (V5808). The second group of three Blenheims was led by Pilot Officer D. Smyth (V6078) with Pilots Officers C. H. Georges (Z6104) and M. E. Porter (Z6173).
All laid smoke successfully; Smyth's section went in without their fighter escort due to their failure to rendezvous with 411 Squadron. Robert Newton's Canadians, however, latched onto the two Bostons from 226 and 88, who had been briefed to lay smoke over the harbour entrance. Pilot Officer Robert James Corrigan RCAF, 27 years of age (an American who enlisted in Quebec) led the two-man formation (L736 MQ—P), the 88 Squadron machine being piloted by Sergeant Savage (Z2216 RH—F). Both met heavy flak but they laid a good smoke screen over the east jetty and cliffs at 11.52 am. Moments later Corrigan's Boston was hit by the groping flak and it crashed into the sea two miles off Dieppe, Corrigan was killed and so was his gunner, Sergeant William Osselton, aged 23 from Wallsend, Northumberland. Only the observer, Sergeant S. Moth survived although he was wounded.
No 416 Squadron still above saw the Boston go in on fire and 411 too saw it crash into the sea with one engine in flames and disintegrate. 306 Squadron covered the Blenheims as they withdrew and during the return one pilot found a dinghy and radioed a fix.
While all this activity was in progress, 91 Squadron was still sending out its Jim Crow patrols. At 10.45 am Sergeant C. H. Evans (DL—A) took off to recce, the Ostend area but developed engine trouble. He baled out safely having radioed a Mayday call. Warrant Officer R. Knowlton and Flight Sergeant J. Rose of 277 Squadron scrambled from Hawkinge to search for him off Deal. They found him without too much difficulty and directed a rescue launch to the spot twenty-five miles off the English coast.
Meantime, Pilot Officer I. G. S. Matthew (DL-T) flew an Air Sea Rescue patrol off Ramsgate and found one pilot in his dinghy.
The ever watchful Mustangs were also out. 239 Squadron sent Flying Officer Philip A. L. Gompertz (AM 134) out at 11 o'clock to reconnoitre the roads from Le Treport to Envernay to Blangy. Gompertz, who had lost his Weaver on an earlier mission, went out alone. He was aged 21 and the son of Lieutenant Colonel A. C. Gompertz MC RE, of Watchfield, Berkshire; he failed to return.
No 414 Squadron had sent out Flight Lieutenant F. E. Clarke (AG375) and his Weaver Flying Officer H. H. Hills (AG470) at 10.25 am to cover the Gamaches, Neufchatel, St Victor and Quiville areas. During the mission Hills' radio packed up and he was unable to contact his leader. This deficiency became acute when three Focke Wulf 190s came into view and attacked them. Unable to warn Clarke of the immediate danger, Hollis Hills, an American volunteer from Los Angeles, serving with the RCAF, battled with the 190s even though Clarke's Mustang was hit. Later Clarke recorded this account of the scrap.
Flying Officer Hills and I took off to carry out a reconnaissance of the Dieppe area. Flying Officer Hills was flying cover for me. We crossed the French coast at St Aubin-sur-Mer and I picked up the road which was my task and had followed it in behind Dieppe. Then I was jumped by a Focke Wulfe 190 which shot my oil and glycol cooler away. I immediately turned tight left and three-quarters of the way round the turn I saw that my oil pressure was nil. My engine started to seize. I immediately straightened out, used my excess speed to gain height to about 800 feet and headed for the sea off Dieppe. Just before straightening out, on my port rear quarter I saw a FW190 with grey smoke pouring from it heading towards a wood apparently out of control. In my opinion it was impossible for the pilot to do anything but pile up in the wood. This is definitely the aircraft which Flying Officer Hills claims as destroyed.
This 190 had been on Clarke's tail when Hills shot at it, and it was the first confirmed kill by a Mustang in the war. Clarke, meantime, struggled over the coast near Dieppe, surrounded by bursting AA shells from both the Germans and the ships off shore, the Mustang looking very much like a Messerschmitt 109 from certain angles. However, he got his Mustang down to ditch successfully in the sea although he cut his forehead in the splashdown. He was fished out of the water by a destroyer, probably HMS Calpe. Hollis Hills landed back at Gatwick at 11.40.
Ten minutes earlier, at 11.30 am, 414 Squadron sent out its last pair of Mustangs of the Dieppe operation, Flight Lieutenant J. A. Amos (AM 160) and Flying Officer R. C. MacQuoid, to cover the Trouville, Cleres, Cailly and Toray areas. MacQuoid, however, was hit by flak and forced to abandon the mission.
No 400 Squadron also sent out Flight Lieutenant L Bissky and Flying Officer Stephens at 10:35. They completed their Tac/R patrol and successfully evaded the attentions of two FW190s off Le Treport. At 11.32, Pilot Officer G. A. Rogers and Pilot Officer Roberts flew a recce sortie and spotted three or possibly five light tanks heading towards Dieppe along the Rouen-Dieppe Road. This sighting report was quickly radioed through to 11 Group HQ, and a bomb strike was immediately set in motion. Bostons of 107 and 88 Squadrons were alerted.
*
At Duxford, Wing Commander Denys Gillam DSO DFC AFC,former Battle of Britain pilot and late CO of 615 Squadron, briefed all three of his Typhoon squadrons at 9 o'clock, referring to the 8 am news broadcast announcing the raid.
I attended a conference at Fighter Command a few days before the Dieppe Raid and at that time the Duxford Wing of Typhoons was not involved. However, I pressed the case very strongly and had a very 'wordy' battle with Group Captain Broadhurst as he did not wish to use the Typhoon squadrons but Air Marshal Leigh-Mallory over-ruled him and we were assigned to cover the beach-head at low level during the day. This we did, refuelling at West Malling.
Wing Commander Denys Gillam, OC Duxford Wing
Gillam's three squadrons were, 56, commanded by Squadron Leader H. S. L. Dundas DFC, 266, commanded by Squadron Leader C. L. Green (a Rhodesian, commanding this Rhodesian squadron), and 609, whose 'boss' was Squadron Leader P. H. M. Richey DFCand bar. 'Cocky' Dundas, like Gillam, was a former Battle of Britain pilot while Paul Richey had won his first DFC in France during the Blitzkreig. He later wrote his well-known book Fighter Pilot based on his experiences in France.
The Typhoon Wing took off at 11 am led by Gillam (R7698). Their sortie was to make rendezvous with nine calibration Defiant aircraft off Clacton and fly with them to within ten miles off Ostend. It was hoped that this would look to the Germans on their radar screens like a bombing raid, which would allow the new Typhoons to have a chance of engaging any enemy aircraft enticed up to investigate them. The Typhoons picked up the Defiants off Orfordness at 11.15, 609 escorting them at 18,000 feet, led by Richey (R7752), 56 led by Dundas (R7825) while Green led 266 (R7686). As they neared Ostend the Typhoons flew ahead of the Defiants, then swept along the coast as far as Mardyck, but no hostile aircraft came up (they were far too busy over Dieppe) and they saw nothing. After the mission the Typhoon pilots flew to West Malling.
The Wing took off to sweep down the enemy coast from Dunkirk to Calais without result before landing at West Malling .... Richey taking the opportunity for some close formation practice on the way back.
Malling was hot and dusty in the August sunshine and appeared to be almost submerged in fighters as we taxied in past squadrons of Spitfires, Hurricane bombers and Beaufighters. Then, after a quick refuelling we were back in the cockpits awaiting the green Very light which would signal 'start up'.
Flight Lieutenant Roland Beamont, 609 Squadron
1Edward Gordon Brettell was captured in September 1942 and was murdered by the Gestapo following his escape from Stalag Luft III in March 1944.
2Don Gentile later became one of the top aces of the American 4th Fighter Group, 8th AF. 30 victories. KIFA 1950.
1Raymond Leon Narcisse Van Wymeersch, aged 21, was wounded in the leg and taken prisoner. He was among the escapers from Stalag Luft III in March 1944, was recaptured and survived Gestapo interrogation. He escaped again in May, was recaptured and finally escaped in April 1945. He received the Legion of Honour, Croix de Guerre, Medaille de la Resistance, Croix de la Valeur Militaire and Medaille des Evedes. His father was shot as a member of the Resistance. Van Wymeersch remained in the French Air Force after the war.
